Apparatus for the control of railway train brakes



June 23, 1936. 2,045,522

APPARATUS FOR THE CONTROL OF RAILWAY TRAIN BRAKES DEVOL ET AL Fil edJan. 17, 1935 5 Sheets-Sheet l INVENTOES' Lee Deuol and BY THEIRATTORNEY Fe 23, 1936. DEVOL ET AL APPARATUS FOR THE CONTROL OF RAILWAYTRAIN BRAKES Filed Jan. 17, 1935 5 Sheets-Sheet 2 Fi .2. A

INVENTORS D Lee evol and y Austin M Cmua tlz .Qz z/ THEIR A TTORNEY .Fe23, 1935- 1.. DEVOL ET AL APPARATUS FOR THE CONTROL OF RAILWAY TRAINBRAKES 5 Sheets-Sheet 5 IINVENTORS b v. d E Wm m m @MW wmxm 5a FiledJan. 1'7, 1935 June 23, 1936. DEVOL ET AL v (1 2,5522

APPARATUS FOR THE CONTROL OF RAILWAY TRAIN BRAKES Filed Jan. 17, 1935 A5 Sheets-Sheet 4 & w 162" l a [5'2 INVENTORS, Fly. Z0. Lee Devol andAunm MCPaa qth M THEIR A YTORNEY Jun 23, 1936. 1.. DEVOL ET AL'2,045,522 APPARATUS'FOR THE CONTROL OF RAILWAY TRAIN BRAKES I 5Sheets-Sheet 5 Filed Jan. 1'7, 1935 INi'ENT RQM NQQ .xbmomwm Rm QQQ NRNm TTRTJN Patented June 23, 1936 PATENT o-FFicE. 1

APPARATUS FOR THE CONTROL OF RAILWAY TRAIN BRAKES Lee Devol, ForestCravath; Berkeley,

Hills, Pa., and Austin Calif., assignors to the Union, Switch & SignalCompany, Swissvale, Pa., a-corporation' of Pennsylvania ApplicationvJanuaryli, 1935, Serial- No. 2,160-

11 Claims.

Our invention relates to apparatus for the'control of railway trainbrakes, and particularly to apparatus for the control in which thefunctions of the usual engineers 5. brake valve on the locomotive arereproducedby an auxiliary brake controlling mechanism lo- 'cated atanother point on the train.

One feature of our invention is theprovision of apparatus for v thecontrol of railway train brakes which includes two synchronizedrotatingelements, one of which is located. on the. locomotive and. the other-atthe location of the auxiliary brake controlling mechanism. Other feaetures and advantages of our invention will appear as the specificationprogresses.

We will describe certain forms of apparatus embodying our invention, andwill then point. out the novel features thereof in claims.

In the accompanyingdrawings, Figs. land '2 are diagrammatic views of oneform, of apparatus embodying our invention, Fig. 1 representing thatportion of the apparatus located on the locomotive and Fig. 2representing that: portion ofthe apparatus located at the location ofthe auxiliary brake controlling mechanism. For the sake of illustration,the -.location of theauxiliary brake controlling mechanism-will bereferredto in this description as the caboose of a freight train. Fig. 3is a diagrammatic view of-the rotating element of Fig. 2, and Figs.4==and5 are sectional views of Fig. 3. Figs. G and 7 are detail views ofcertain decoding contact mechanism of the apparatus of Fig.v 1.. Figs.8.and 9 are diagrammatic views of a second form of apparatus embodyingour invention, Fig.8 representing that portion of the apparatus locatedon thelocomotive and. Fig. 9 representing that portion of apparatuslocated at the auxiliary brake controlling mechanism. Fig. 10 is adiagrammatic view 40 of the accelerating and decelerating mechanism forsynchronizing the rotor element of Fig. 9. In eachof the several viewslike reference characters designate similar parts. 7

Referring first to Figs. 2 and 3 of the caboose apparatus, a shaft l iiis operatively connected with a motor M, as shown schematically by adotted line, the connectionbetween the motor M and the shaft itincluding a suitable-gear train not shown. A tube ll surrounds the shaftl and is made to rotate with theshaft ina manner to shortly appear.Discs at, a2, afi are rigidly mounted on-the tube- H for rotationtherewith and these discs together-with the: tube II will be referred.to hereinafter-as a rotor element RE. A bevel gear i2 and a disc l3 arealso attached to of railway train brakes the tube II in .anyconvenientmanner; A disc I'4'iskeyed to the shaft 10,. and thetwo discs l3 andMconstitute a driving clutch for the rotor element RE, the two discs.I'3-and l4 being forced into frictional engagement through the mediumof as a spring i5 placed under tension between the end of-the tube H anda shoulder l6 onthe shaft H! as shown at -the left-hand end ofFig; 3.The disc I4:is preferablytsaway so that it makes contact withthedisc- I3only near the ,rim; The gear l2 carries on itsrsurface opposite the.gear teeth, a stop H which can pass acatch l8 only when the catch isdrawnback, that -is, drawn to the right in Fig. 3. Thecatch l8ispivotally mounted at 'l 9 toa fixed support (not. shown) and 15. isbiased by a spring to the left to: the position for -engaging the stop.11, the parts being so proportioned that. the catch it when-forced.- toits eX- treme left-hand position-just clears the gear 12.

A link member 21 has. one-.end-pinned to the 20 lower endrofthe catch. l8 and its. other endpinned to a bar member 22, the latter being.mountedon convenient guides, not shown,.for endwise-v movement in aplane parallel withatheishaft Hi.- It follows that thespring-2lhfunctions to bias the catch 18 and the barv 22 to the left inthe drawing,v the..extreme left-hand positionbeing deter-. mined by astop23, the parts being so adjusted that in the left-hand positionthe=catch It .just clears the gear l2 as stated above..- Thebar memher.22 is preferably ,ofnommagnetizable mate.- rial and has riveted thereona magnetizable a1.- mature 24 in magnetic .relationwith. anelectromagnet25., It is clear that .in energizing the magnet 25 to attract thearmature. 2.4 toward its pole pieces 26 and 21, the member 22 and thecatch [8 are drawn .to the right against the force of the. spring 20 toa right-handposition.where the catch it is out of engagement. with thestop li. When the maget25 is deenergized, the catch I8 and the member 22are forced back to the lefthand position ,due to the force Of'fthB.spring. 20. The surface l'f of the "stop IT is made slanting sothatengagement of the catch: 1'8 with the stop I! forces the gear l2 and thetube H to the left to-relieve the pressure between the two discs l3 andI4 and reduce the driving'torque: Inthis connection it will be 'noted'that 'the gear l2 meshes with a pinion-28" to be referred to-later withsuch clearance that endwise motion of gear I2 to-the left sufficienttodisengage the two discs I3-and Ht will be permitted. Consequently:during :each revolution of the gear l2, the reception of: asynchronizing impulse-to energize the magnet 25 at the point where thestop I! engages-the catch I8, draws the catch l8 out of engagement androtation of the rotor RE is not obstructed. This impulse need be nolonger than the period required for the stop I! to pass the catch I8. Ifno such synchronizing impulse is received, engagement of the stop H andthe catch l8 forces the clutch discs l3 and I4 apart and rotation of therotor RE is stopped. If the impulse is relatively short compared withthe regular length of a synchronizing impulse, that is, it is not asynchronizing impulse, the catch l8 drops back before a second ridge I!of the stop I! has passed, and thus stops rotation of the rotor RE. Inthe event an impulse ceases just after the stop I! reaches the positionof the catch 18, the catch l8 drops back on the slanting surface l'lstops the rotor RE and forces it back to the position corresponding tothe start ofa synchronizing impulse. If a synchronizing impulse isalready coming in when the stop I! first comes under the catch I 8, thecatch l8 drops on the center portion of H and stops rotation of therotor RE as before pointed out, except in the case of a synchronizingimpulse which starts just a little before the stop I! arrives at thecatch. In this latter case, the catch l8 falls on the rear slopingsurface II of the stop I1, disengages the discs l3 and I4, and kicks therotor RE ahead into synchronism. It follows that reception of asynchronizing impulse of the proper length and at the'proper time iseffective to draw the catch 58 out of the way and rotation of the rotorRE is not molested. If the rotor RE is ahead of the synchronizingimpulse, the stop I1 engages the catch l8 and rotation of the rotor isheld back until reception of the impulse. If the rotor is behind theimpulse only a little the catch falls back on the rear sloping surface11 of the stop to kick the rotor ahead into synchronism. If the impulseis relatively short, the rotor is' stopped and held in check untilreception of a second impulse. If the second impulse is also a shortimpulse, the stop l'l escapes, but the rotor is again held up onerevolution later.

As shown more clearly in Figs. 2 and 5, the stop I! engages a contactspring ds each revolution and forces the spring (is into engagement witha stationary contact gs to complete a circuit connection therethrough.In other words, the contact dsgs is normally open and is closed onceeach quired for the stop I! to pass under the spring (is. The functionsof this synchronizing contact ds-gs will appear later.

A speed governor SG is provided which operates electrical contacts 29and 30 to give an alarm when the speed of rotation of the rotor RE dropsto an unusually low value, say to about 70 per cent of the normal speed.As here shown, the governor SG is of the fiyball type and is driven bythe pinion 28 which meshes with the gear l2. In order to avoid shockwhen the gear I2 is suddenly stopped, the governor has a friction drive.Pinion28 is free to rotate on the shaft 3| and is pressed against acollar 32 by a spring 33 which surrounds the shaft 3| between the gear28 and a collar 34, the two collars 32 and 35 being fixed on the shaft.The governor SG is biased by a spring 33a to the position illustrated inFig. 3 where a contact member 35 is in engagement with a stationarycontact 38. The parts are so proportioned that at normal speed, thecontact member 35 is drawn downward against the force of the 'tate alongwith the shaft Ill.

7 might cause the catch l8 to stick in the withdrawn position, that is,stick in the rightn position in Fig.3, a projection 36 is placed on thedisc l3 to engage the lower end of the pin Bl extending through thecatch l8 and the link 2|, see Fig. 5. If the catch I8 remains withdrawntoo long after the stop 57 passes, the projection 36 strikes the lowerend of the pin 37, the rotor RE is stopped and the governor contact 35is operated to closethe contact 30-35.

It is advantageous to have the rotor RE run smoothly at just the rightspeed instead of having it held back or kicked ahead into synchronism ateach revolution. This is accomplished as follows: The left-hand end ofthe tube I I is threaded and screws into a member 38. The member 38 hasa key which slidably engages a keyway 39 in a tube 40, preventingrotation of the member 38 relative to the tube 40 but permittinglongitudinal motion. The tube 40 fits over the shaft l6 and is providedat its left-hand end with an enlarged portion on which teeth 46 are cutto mesh with teeth 31 cut on a collar I Be pinned to the shaft It atlob. An arm 42 is pinned at 44 to a fixed support, not shown, and itsfree end is forked to engage a collar 43 on the tube 46. A biasingspring 45 draws the arm 52 to the left, with the result that the tube4!) is normally pulled to the left where its teeth 46 engage the teeth47 on the collar Illa and the tube 49 is made to ro- The arm 42 is inmagnetic relaitonship with an electromagnet 4!, the arrangement beingsuch that with the magnet 4| energized the arm 42 is drawn to the rightagainst the force of the spring 45 and the tube 40 is pulled out ofengagement with the collar Ma and no longer rotates with the shaft Hi.It follows that as long as the magnet 4| is deenergized, the member 40rotates with shaft I9, but that, with the magnet 4! energized, the shaftIt) rotates without driving the member 49. As shown in Fig. 2, themagnet 4| is provided with a circuit extending from the B terminal ofany convenient source of current such as a battery, not shown, overgovernor contacts 35-46, winding of the magnet 4i and to the oppositeterminal C of the current source. Hence, as long as the rotor is up tospeed and the governor contact 35-3B is open, the magnet 4! isdeenergized and the members 40 and 38 are rotated with the shaft ill. Aspointed out hereinbefore, if the rotor RE is slightly too slow or toofast, the rotor is kicked ahead or held back a little each revolution.This synchronizing action screws the member 38 to the left or to theright changing the setting of a contact arm 48 which is operated to theleft or to the right along with the member 33 through the medium of aslotted collar 49 on the member 38 and a pin 56 on the arm 48. Hence thesynchroniz ing of the rotor RE to screw the member 38 to the left or tothe right is effective to change the setting of the arm 48 on the motorfield rheostat 5| and correct the error in the speed of the rotor RE bychanging the speed of the driving motor M. In the event the speed ismuch too different and the rotor is stopped forthe period between twonet 25 occurs when- "opiates synchronizing .impul'sesy. the member 38$may. be

moved too far. With-the rotor stopped however, the governor contact35s-35- is closed-,- magnet; 4| is energized: theztube member Allisdrawn out of engagement with theshaft. liipand the excessive: movementof the rheostat arm 48 is avoid-ed. ltfollows-that the-speed of the.drivingmotor M isvaried to: bring the speed of the rotor RE to justthe-right. synchronizing speed ifzthe speed of the rotor is onlyslightly too slow or toofast, but that, if the speed greatly diifersfrom'th'e proper speed the. mechanism for varying thespeed ofthemotor-Mis rendered ineffective.

Decoding contacts are provided which are closed jointly by the magnet 25and the rotor RE, and are mechanically held in the closed positionduring the interval between two control impulses by the rotor; As shownin. Fig. 2', a decoding contact) is associated with'each of the discs,al, a2, a5; The operation of each of these decoding contacts fl, f2,l,fli'is the same and it is thought a descriptionv of one will sufiiceforan understanding of all. Referring to Figs. 3 and 4, the. member 22;as explained .hereinbefore is mounted in guides forendwise motionparallel with'the shaft In in response'to the energizing anddeenerglzing of the magnet 25, being drawn to the right when the magnet25 is energized and being forced to the left by the spring 2ll-whenthemagnet-iswdeenergized. Referring now to the decoding contact f5, aspringmember 56 is rigidly supported in .a position such that its: upper endextends slightly past the rim of the disc a6 as will be clear from .aninspection of Fig. 3. A crosspiece 05 is pivotally supported on themember 22 adjoining the disc at. The-disc a6 is provided with a cam lobe52 and a slot 53. If the magnet 25; is energized and the member22.*is-drawn to theright when the disc at is in any other position thanthat shown in Fig. 4, the-crosspiece 06 moves freely past the disc andnothing happens. However, if an impulse for energizing the mag.-

the. disc is in the. position shown in Fig. 4, the: arrested frommovement .to the. right by the cam lobe 52 of the disc at, and.thecrosspiece 05 is turned about its pivot: andits lower end. pressesagainst the springmember 176'. .The cam lobe 52 and the slot 53' on discat are sonpositioned that rotation of the crosspiece 06- inresponse to.its engagement with the cam globe 52 forces the spring 196 through theslot 53 to the rightehand sideof the disc at and intoa-positiomwhere-the contact :ft is forced into engagement with. a mating contact at; By the time such-an impulse ceases, the disc a5 hasturned so that the spring 116 cannot return through the slot 53'untilthe next revolution of. the disc and the-slot 53 again aligns with thespring. If the same impulse is received each revolution of the disc, thespring 116 is held in its right-hand position where it'is effective tohold. clo'sed the decoding. contact f6-e5.- In other words, the contact;f5--e 6-.is continuously held closed inresponse to such periodicalimpulses, since the control impulse is made to over-lap the periodduring which, the. spring 56 can pass-through theslot 53. The remainingdecoding contacts fl--f5 are operated in a similar manner to that justdescribed for the contact. 16,, except for the fact that the camlobesand slots of the respective discs at, (1.5 are positioned atdifferent points on the circumference of the discs. It is clear from theforegoing that time is' di-.- vided into units represented by a singlerevolution of. the rotor 1 RE, and the; controljmpulses tip ofthe-crosspiece c6=is the input of the device AD areedifterentiated:from. each other: by: the time they must appear as measuredfromtheistart .ofreach. revolution. These. several. decodingcontactsoperated response to. the control. impulses energizing. the.magnet 2.5 are used for controlling a brake controlling mechanism andasignal device, and for-sending outindication impulses as will. shortlyappear.-.

A.. secondcontact is associated with each of therotordiscsa. Referringparticularly to Figs. 2 and, a. contactdB is raised into engagementwitha contact 96 at such time as the cam lobe 5213 of thedi'sc (16':passes under the contact d5. Thatis, thecontact. (16-95 is closed for ashort period onceeach revolution of the rotor RE. In like manner thecontaots:dl-gl d5--g5 are each closed for a period onceeach revolutionof thezrotor; but are closed at diiferent points in the revolution.-

Imrailway; train brake controlling systems of the type here involved, ithas been proposed to transmit control impulses between the locationofathecontrol apparatus and the location of the brake. controllingmechanism through the medium of either coded or modulated impulses of acarrier current, the traflic rails serving as apart of thecommunicatingchannel in the manner disclosed and claimed in the L. O. Grondahlapplication for United States-Letters Patent, Serial No: 450,135,filed-May 30, 1930, for Electric train signal systems. To this end thelocomotive and the caboose are each equipped with inductor coilseffectiveto induce an electromotive force in the "rails in response to acurrent flowing in the coils and to inductively receive an electromotiveforce due to. current; flowing in the rails. In Figs. 2, 6 and '7 arecoils mounted on v the caboose in -inductive relationship with thetraffic rails l and l respectively. These coils 6 and l are'attimesconnected with an oscillator or generator ofcarrier frequencycurrent for supplying current to the rails and at other times they areconnected with the-input of receiving apparatus for-receivingsuch-current. Located on the caboose-is an oscillator or generator G ofcarrier current of-a frequency of, say '7000 cycles per second. Thisgenerator may take different forms, among them being the vacuum tubeoscillator type. This generator G is shown conventionally for-the sake'of simplicity since its specific structure-forms-no part of ourinvention. An. amplifier detector AD isprovided for the receivingapparatusof the caboose and this device may take any of' several formswell known to the art, and it is also, shown conventionally since itsspecific structure forms no part of our invention. Suffice The coils'6'and I are normally connected with by a simple circuit which includes theback contact 54 of a relay T.

With. the relay T energized, the coils 6 and I are transferred. from theamplifier detector AD to the outputcircuitiof the generator G, a frontcontact .55 ofythe. relay T being interposed in the connection. As. hereshown they generator G is. rendered active. by the closing of. a secondfront contact. 56 of the relay. T., It follows that normally the...coils 6 .and'l are connected with thezamplifler. detector ,AD and aretransferred to thegeneratorGby the-energizing of the relay T, thegenerator G being rendered active when the relay is picked up.

A three-pole double-throw switch designated by the reference character Smay be mounted on the caboose. The normal position of the switch S isthe upper closed position as viewed in Fig. 2, and in this position theoutput of the amplifier detector AD is magnet 25 over the wires 58 and59. This position of the switch S connects over its contact blade 51 thewinding of the relay T with indication circuits or with a synchronizingcircuit, all of which circuits will be explained hereinafter. With theswitch S operated to its downward closed position, the output of thedevice AD is connected with a test lamp 60, and the winding of the relayT is connected directly with the positive terminal of the current sourceover a testing push button 6 l, the arrangement being such that therelay is energized whenever the push button 6! is depressed.

The caboose is provided with an auxiliary brake controlling mechanismcomprising a main reservoir MR, a feed valve FV and a plurality ofelectropneumatic valves D adapted to reproduce the functions of theusual engineers brake valve on the locomotive. It will be understood, ofcourse, that the caboose is also equipped with a compressor and allnecessary connections to insure an air pressure in the reservoir MRindependent of such source of air pressure provided on the locomotive.Valves D D and D are each biased to the closed position and each valveis opened when its associated magnet 62 is energized. The valve D isbiased to its open position and is closed when its associated magnet 62is energized. When the valve D is open, the main reservoir MR, isconnected with the brake pipe BP and the auxiliary brake controllingmechanism then represents the condition established on the locomotivewhen the engineers valve is in the release position. When the valve D isopen, the brake pipe is connected with the feed valve FV therebyreproducing the condition existing on the locomotive when the engineersvalve is in the running position. When the valve D is open, that is,when its associated magnet 62 is deenergized, the brake pipe isconnected with the atmosphere through a vent of such characteristics asto produce a reduction in brake pipe pressure at substantially theservice rate of the usual engineers valve to efiect a serviceapplication of the train brakes. When the valve D is open the brake pipeis connected to the atmosphere through a vent of such characteristics asto produce an emergency rate of reduction of brake pipe pressure, and anemergency application of the train brakes. When all of the valves areheld closed both the supply and the exhaust of the brake pipe areblanked, and the condition reproduced by the auxiliary brake mechanismcorresponds to the lap position-of the engineers brake valve.

With the rotor element RE of Fig. 2 up to its normal speed and the speedgovernor contact 35-29 closed, a circuit can be traced from the terminalB of the current source over governor contact '3529, wire 63, magnet 62of the valve D decoding contact f|el, decoding contact f4-e4, assumingthese two contacts to be closed in a manner to later appear, magnet 62of the valve D and to the opposite terminal C of the current source. Itfollows that under this condition, namely, the two decoding contacts f|el and f4-e4 are closed, the running position of connected to thewinding of the the auxiliary brake controlling mechanism is established.Again, in the event the decoding contacts fl-e| and f2e2 are closed, acircuit may be traced from the B battery terminal over contact 3529,wire 63, magnet 62 of the valve D decoding contacts fI-el and ,f2e2,magnet 62 of the valve D and to the opposite battery terminal C, and theemergency application condition is established for the auxiliary brakemechanism. Again, if the two decoding contacts flel and f3e3 are closed,a similar circuit which includes the magnet of the valve D and thewinding of the lap relay 64 is completed and the lap condition of theauxiliary brake mechanism is established. With the two decoding contactsfle| and ,f5-e5 closed, .a circuit is completed which includes themagnets of the two valves D and D in series, and the release conditionof the auxiliary brake mechanism is established. It is to be noted thata signal bell SB is energized by the closing of the decoding contactiii-e6.

Synchronizing impulses are sent out from the caboose whenever the. rotoris up to speed. Still referring to Fig. 2, the closing of the contactdsys by the stop I! in the manner described hereinbefore completes acircuit that can be traced from the B battery terminal over contact3529, contact dsgs, blade 51 of switch S, winding of the relay T and tothe opposite terminal C of the current source. Thus, once during eachrevolution of the rotor RE, the contact dsgs is closed and the relay Tis picked up to supply an impulse of current to the coils 6 and l forinducing an electromotive force in the trafiic rails. The stop l1 andspring ds are so constructed that this synchronizing impulse isrelatively long, and for reasons to appear later this synchronizingimpulse is sent out substantially one-half revolution from the pointwhere the stop l1 engages the catch l8. Indication impulses are sent outfrom the caboose each revolution of the rotor over contacts operated bythe valve mechanism in series with contacts operated by the rotor. To beexplicit, when the valve D is closed and a contact 66 operativelyconnected to that valve as indicated by a dotted line is closed, theclosing of the contact dI-gl in response to the cam lobe 52 of disc alengaging the spring dl, is eiTective to complete a circuit extendingfrom the B terminal of the current source over contact 35-29, contactd|-gl, Wire 65, contact 66 of the valve D wire 2 l 7, blade 51 of switchS, Winding of the relay T and thence to the opposite terminal C of thecurrent source. Thus, during each revolution of the disc al, the relay Tis picked up for an interval and an impulse of current is supplied tothe traffic rails if the valve D is closed. The length of the cam lobe52 on the disc at is so proportioned that the length of this indicationimpulse is relatively short, that is, relatively short when comparedwith the synchronizing impulse. In like manner, the closing of thecontact d4-g4 associated with the disc a4 completes a circuit forenergizing the relay T if the magnet 62 of the valve D is energized anda contact 61 operated by that valve is closed. This circuit may betraced from the B battery terminal over contact 3529, contact d4-g4,contact 67, wire 2, switch S, and winding of the relay T to the oppositebattery terminal C. 'Thus, the relay T is picked up and an indicationimpulse is supplied to the traflic rails once each revolution of thedisc a4 as long as the valve D is held open. Again, the energizing ofthe magnet 62 for the valve D and the closing of the is lforenergiz-i'ng the relay T and which circuit in cludes the contact 113-9}. 'Thus -'an indication impulseis sent out from-the caboose once'ea-chrevolution of the disc viii-the lap relayt i is picked-up. When "themagnet' iiQ of the-valve D is energized and a'cont-act-Hi-operatedthereby is closed, another indication circuit is completed forenergizing'thewelay T, which-"includes the contact Lie-g5, with theresult that an indication impulse issent out each'revolutionoithe-discard if'th'e valve D is held open. t will be noted thatdepressing the-push-butt'onli will be effective to complete a circuitfor energizing" the relay T Whenever the contact cit- 96 i's closed,and-hence signarimpulses maybe periodically supplied to the traflicrailsby the operatordepressing the push button '5 i.

' To further check the position of the auxiliary brakecontrollingmechanisni,thecaboose is provided'with a signal'lamp' 'iz anda: bell l3, and additional contacts areadded to'theseveral'pneumaticvalves; In the event the magnets of all the valves are 'deenergized,exceptthennagnet for the valve D 7, so that the front contact "is andeach of the back contacts"l5',l6, "H and "F8 are C1OSQCL'9, circuit iscompleted from the B battery terminal over these contacts in seriesjthewindingof the bell l3 and to the batteryterminal C. Again, in the*eventth'e valve D is'openand itsbaclrcontact i9 is 'closed'and themagnet ofiany one of" the other valves is energized toclosea'respectivecontact, another circuit easily traced is completed for operating thebell i3. Withthe'rotor up to speed a'nd'the contact'35 29 'close'dfthelamp "i2 isillurninatedby asimple'circ'uit' toiindicat'e the proper"operating condition of "the rotor element. When the speed of the rotorfalls below '70 per cent of the normal speed, the contact 35- 29. isopened and the contact'tdiili is closed, withithe result that the lampifl is extinguishedandthe bell '53 is operated.

Referring now-tothe locomotive apparatusof Fig. 1, a motor drivenshafted has rigidly mounted thereon contact operating discs ai (16, asynchronizing disc as and a gear I! to form the locomotive rotor'element REE, with which -otor the caboose rotor' element RE is caused torotate in synchroriism. The shaft'iid ofthe rotor element REE is notequipped with synchronizing mechanism such as described for the shaft isof the rotor RE-since the locomotive rotor REi .isthe governingrotor.The shaftlfill .is provided, however,witha speed-governor SG and isthreaded at 86. The decoding contact mechanisms operated by thediscsmounted on-the shaft-8i? are operated by a magnet 88 and a slidingmember. 2% in a manner sirnilarto that described for the decodingcontacts of the -caboose apparatus, except that the decoding contactmechanisms of Fig. l are provided with more -contacts and. thesynchronizingdisc as and contact spring 195* are modified. As hereshown; the member 298 is biased to the left to the positi-o-n:illustratedinFig. '1 by a spring 225'and'is adapted to -he drawn :to'the right against-the forceoi spring zfle by the-magnet 88 whenthat-magnet is energized in the manner to be described later, the magnetbeing normally deenergized: Referring to Figs. 6*andp7; a catch 82,which has a ratchet action,'has"beenadded to the spring contact be andthe'discas ofthe rotor REI has'beencut away so that when itisinthepositionshown in Fig. 6, the tip of catch'82'can pass} through theexten'ded; portion ofthe's'lotoi the disc. 'If an impulse'arrives'and;energizesthe magnet-'88 while the disc is in: this position, the spring12s is actuated, causing its tip and the catch 52 to-pass through theslotof the disc. This position occurs just'at' thebeginning'of'the'period'oi the synchronizingimpulse sent out from thecaboose. If the'irnpulse is a synchronizing impulse, the magnet 88is'energized for a'period sufficientlylong' for the entire slot of thedisc as to pass by the spring in and, when 'the' impulse ceases, thespring be is' held over to the'right since its tip'engagesthefright-handsideof the rimof the disc. In theevent'theimpulse is short, that is, itis not a synchronizingimpulse, and themagnet 88' is deenergizedbeforetheslo't ofthe disc "as has passed by'the' spring bs, "the biasof'the spring bs actuates the spring back to the lefthand side" of thedisc, for although the catch "82 strikes the disc, it ispivoted at83andturn s sons to slip by" the rim'of the disc, aspringt i'beingeffective to return the'catch 82 to its normal position. Again, if' theimpulse arrives a littletoo late, the catch 82' prevents the spring'hsiro'm being actuated dotted lines'in'Figi,thesprings bl .bfi;eachoperates a series of"'contacts,"the"arrangement being such that withaspringin its biased-position, the "corresponding b'ack"contactsoperated thereby are closed, and when'the spring ismoveo.

to its operatingposition; that is; to the right-hand position in'Fig; l,the corresponding" frontfcontacts operated thereby are closed.

I At the right-hand endof the shaftiifl are located a'm'agnet 89and'mechanicallypperating timing "contacts. When :the magnet 89isenergize'd, a lever'Y'99'is'l'1'eld1up. 'Thisra'ised position of thelever :99 "lifts 'a contact spring 9| out of engagement with aco'ntact'92, andalsoidisengages 'a' lever 93" from the screw t'hreadtl formed onthe shait Bll. A spring 94 "biases the lever 93 to the right Where itclosesajcontact"95. When the magnet 89 is deenergizedfthelever 9'0"dropsto close the contact '9 l 92 immediately" and to engage the lever93withthe screw thread 81-; The screw 8| n'oW'carries the'lever 93to'theleft against'the'biasing' force ofthe spring '94 to open the contact 95after any. desired time interiralK'The contact"9l-l-"92 controls asimple circuit for an indication "device" here shown in the form'ofabell 96." The'contact .95" serves as a stick contact'for the"magnet"89andalso governs the: outgoing controliimpulses' in a manner tolater appear. r V

A and 5are inductor coils mountedonthelm comotive in an inductiverelation with the'traific rails I and l respectively. These coils 4 and5 are connected with the input of the amplifier idetector 'AD'jover aback'contact 86 of a directional relayiTi and are connected with theoutputof the locomotive generator G, over a front contact 81 of thatrelay. Thegenerator G and the amplifier detector AD'o'n'the locomotive'are'prefe'rably similar to the cor-responding devices of Fig. 2. Theoutput'of 'theidevice AD is connected with the winding of the magnet 88,over av manually operated switch S "similar to the switch S of thecaboose. Itfollows that the directional .relay Tl"o'ffFigi'.1"controlsthe sending and the receiving of current oh'the'loco the'directional relay T of the caboose.

EV is an engineers brake valve of any of the standard types, capable ofassuming several brake controlling positions, namely, release, running,lap, service and emergency. As shown schematically, a contact member 91is operatively connected with a handle 3 of the brake valve EV. Themember 91 is adapted to engage a contact 98 in all of the positionsexcept the service position, and to engage the contacts 99, I00, IOI,I02 and I03 in the release, running, lap, service and emergencypositions, respectively. The functions of this contact assemblyassociated with the brake valve EV will appear when the operation of theapparatus is described.

With the rotor REI up to speed and the govern'or contact 85 closed, asynchronizing impulse is sent out from the locomotive once eachrevolution of the rotor element, since the directional relay TI isenergized for a period to transfer the coils 4 and 5 to the out-put ofthe generator G. The control circuit for energizing the relay TI forsending this synchronizing impulse can be traced from the terminal B ofthe current source on the locomotive over contact 85, wire 2II, contactdsgs operated by disc as, wire I04, winding of the relay TI, and to theopposite terminal 0 of the current source. This synchronizing impulse isrelatively long as evidenced by the length of the cam lobe I05 (see Fig.6), provided on the disc as. With the rotorv RE I up to speed and themagnet 89 energized, control impulses are sent out in accordance withthe setting of the engineers brake valve. For example, with handie 3 setat the running position as illustrated in the drawing, current flowsfrom the B battery terminal over contacts 85 and 95, wire 201, contacts91 and I00 of the contact assembly, code contact d4g4 operated by disca4, wire I04, winding of the relay TI, and to the opposite batteryterminal 0, and relay TI is picked up, with the result that a controlimpulse is supplied to the trafiic rails during the period the codecontact d4g4 is closed. This control impulse is relatively short asevidenced by the length of r the cam lobe 52 provided on all the discs,ex-

cept the synchronizing disc as. From an analysis of Fig. '1, it is clearthat with the handle 3 set in any of its other positions except theservice position, a circuit is completed for energizing the relay TIover one of the codecontacts operated by the several discs of the rotorelement. These control impulses are all substantially of the same lengthwhich as pointed out above are relatively short impulses as comparedwith the synchronizing impulses. Under the service position of thehandle 3, no circuit is provided for the relay TI, and hence no controlimpulse is sent out for this position of the engineers brake valve.

The difierent control impulses sent out by the apparatus of Fig. 1 aredifferentiated from each other by the time they are made to appear fromthe start of a revolution of the rotor element REI. It will be noted inthis connection that the cam lobes'of the discs of the locomotive rotorREI are preferably located on the different discs so as to successivelypass and close the associated control code contacts during the firstone-half revolution of the rotors, but that the cam lobes on the cabooserotor RE are located on the respective discs so as to successively closethe indication code contacts associated therewith, during the secondone-half revolution of the rotors. The

2,045,522 motive in a manner similar to the control of slots cut in-thedifierent discs of rotor RE for aligning with the decoding contactmechanisms are cut in the difierent discs for successively aligning withthe respective decoding contact springs during the first one-halfrotation of the rotors, and the slots cut in the discs of the rotor REIare so positioned as to successively align with the respective decodingcontact springs during the second one-half of a revolution. In otherwords, the slots of the difierent discs of the caboose rotor RE appearopposite the associated decoding contact springs approximately the sametime as the cam lobes of the corresponding discs of the locomotive rotorREI pass under the respective control code contacts, and in like mannerthe slots of the different discs of the locomotive rotor REI appearopposite the associated decoding contact springs at approximately thesame time as the cam lobes of the different discs of the caboose rotorRE passes over the respective indication code contacts. For example, thecone trol contact dI-QI of the locomotive rotor RE-I is closed at apredetermined time interval from the starting point of a revolution, andthe slot 53 of the disc al of the caboose rotor RE aligns with itsspring bl at substantially the same predetermined time interval from thestarting point of a revolution. Again, the indication code contact dI-QIof the caboose rotor RE is closed at a predetermined time intervalduring the second one-half of a revolution, and the slot 53 of the discal of the locomotive rotor REI aligns with its spring b'I atsubstantially the same time interval during the second one-half of arevolution. It follows from the foregoing that the control impulses sentout from the locomotive occur during the first one-half revolution ofthe rotors and the indication impulses returned from the caboose occurduring the second one-half of the revolution. locomotive occurs atapproximately the starting point of each revolution and the indicationsynchronizing impulse sent from the caboose occurs at substantiallyone-half revolution away from the start.

From Fig. 1, it is clear that with the handle 3 set at any positionother than the service position, and the contact member 91 in engagementwith the contact 98, the relay TI is energized each revolution of thedisc a! of the rotor and a control impulse is supplied to the rails inaddition to the control impulse corresponding to the specific positionof the handle 3 as explained hereinbefore. This circuit for relay TIincludes the B battery terminal, contacts and 91 and 98, contact dI-QI,Wire I04 and winding of relay TI to the C battery terminal. Hence, forall positions of the handle 3 except the service position, two controlimpulses are delivered to the trafiic rails each revolution of therotor, one impulse when the contact dIgI is closed, and a second impulsewhen the code contact corresponding to a position of a handle 3 isclosed.

As set forth hereinabove, the magnet 88 when energized operates themember 208 to the right and by so doing governs the decoding contacts ofthe rotor REI. The decoding contacts of Fig. 1 are utilized forgoverning a. series of check circuits for the magnet 89, and hence inturn govern the operation of the indication bell 96, and the outgoingcontrol impulses, since the contacts 92 and 95 operated by the magnet 89are interposed in the circuit for the bell 96, and in the circuit forthe relay TI, respectively. Assuming the apparatus of Fig. 1 is in theposition illustrated,

The synchronizing impulse sent from the 95, Wire 201, contacts mensesthat is, the handle-'3 is set inrthe running "posi-v current source overcontact of the governor,

contact of magnet 89., contact 91-469, wire M38, front'contact Illioperated by the spring bI, back contacts I68 and )9 of the springs b2and b3, respectively, front contact I It :of spring b4, back contact III of spring 135, front contact II2 of spring bs, and winding of themagnet 89 to the opposite terminal C of the current source. Thus themagnet 89 is held continuously energized as long as the handle 3 is setin the running position if the synchronizing decoding contact H2 and thetwo indication decoding contacts I91 and I II)- are closed. In likemanner, a similar check circuit for the magnet 69 is provided for eachof the other operating positions ofthe handles, as will be understood byan inspection of Fig. 1. It follows, that the magnet 89 is heldenergized over a check circuit which is closed only when all of thefollowing conditions are simultaneously .fulfilled: (a) the rotor is upto speed and the contact 85 is closed; (b) magnet 89 has recently beenenergizedand its contact 95 is closed; (0) the decoding contactscorresponding to the position of the handle 3 are closed; ((1) contact II2 of the synchronizing decoding contact spring in is closed. 7

In describing the operation of the apparatus of Figs. 1 and 2, we shallassume that the handle .3 is first set at the running position forestablishing the running condition of the auxiliary brake con-. trollingmechanism. As soon as the rotor REI is up to speed and the contact 85 isclosed,'a synchronizing impulsewill be sent out from the locomotive atthe start of each revolution of the rotor, since the circuit for therelay TI will be completed each time the contact .ds-gs is closed. Thisimpulse flows in the traffic rails and will induce a correspondingelectromotive force in the coils 6 and 7 mounted on the caboose, withthe result that the magnet ZB will be energized and the rotor RE will bequickly brought into synchronism with the rotor REI The caboose rotor REwhen it is up to speed and its contact (is-gs is closed will be:effective to supply a return indication synchronizing impulse once eachrevolution, and this impulse will flow in the traffic rails and willinduce a corresponding electromotive force in the coils t and 5 mountedon the locomotive, with the result that the magnet 88 is energized toactuate the decoding spring bs and close its contact 112. In themeantime, the operator on the locomotive will depress the push button II3 and pick up the magnet 89 by a simple local circuit. With the magnet89 energized a control impulse will be sent from the locomotive duringthe intervals'the contacts d!-gI and rid-g4 .are closed. These controlimpulses will appear at the caboose at the proper intervals forenergizing the magnet 25 to close the decoding contacts fI-el and il-e4, with the result that the circuit for energizing the magnets of thevalves D and D will be completed, and the auxiliary brake controllingmechanism will assume the running position. As soon as the valves D andD are operated and the contacts ii! and I56 are closed, indicationimpulses will be returned from the caboose during the intervals thecontacts cZI--gi and d4-g4 of the rotor RE are closed. These indicationimpulses will appear at the locomotive and energize the magnet 88 at theproper intervals for operating the decoding TspringsbI and 124. With thedecoding springs bI and-b4 ofzthelocomotive rotor RE'I operated to theright-hand position, the check .circuit for the I magnet-'89 will'be:completed and that magnet will be held continuously energized as long asthe handle 3 remains at the running position. From this point -.on, asynchronizing-impulse will be sent outfrom thelocomotive at the start ofeach revolution of the rotors, and control impulses will be sent outduring the intervals the contacts dI-g-I and chi-c4 of the rotor .RE Iare closed in the first one-half of each revolution. An indicationsynchronizing impulse will'be returned from the caboose at the beginningof the second one-halfoi each revolution, andindication'impulses will bereturned during the second one-half of therevolution at the intervalsthe contacts dI-gl and d4-g4 of the rotor RE are closed. An analysis ofFigs. 1 and 2 will disclose that a similar operation will take place foreach :of'th'e otherrpositions of the handle 3. In each case the controlimpulses will appear at the proper'interval for causing the auxiliarybrake controlling mechanism to register with the engineers brake valveand the return indication impulses will occur at the proper intervalsfor retaining the magnet 89 of the locomotive apparatus energized. Atthe service position of the handle 3, however, no control impulse willbe sent out from the locomotive and the valve 13 on the caboose will bereleased for establishing a service application of the train brakes.

tinued and a circuit for the magnet89 isprovided which includes the backcontacts-M9, 2210, MI, 222 and III of the decoding springs b, and thefront synchronizing contact I I2. To send signaling impulses from thelocomotive, the operator will depress the push button 299 for completinga circuit forthe relay TI which includes the contactdfi-gt of the rotorREI, with the result that a corresponding signaling impulse will besupplied to the trafiic rails. This signaling impulse will appear at thecaboose and energize the magnet 25 at the proper interval for closingthe contact iii-e6 and operate the signal bell SB. For signaling fromthe caboose, the caboose operator will depress the push button II 'and'asignaling impulse will be sent, which will appear at the locomotive atthe proper interval for energizing the 'magnet'98 to operate the springD6 to close a contact '2III interposed in the circuit for a signalbellZII. It will be. noted that with the locomotive rotor REI up tospeed to close the contact 85 and with the indication magnet 89energized to close its contact 95, current will be supplied to themagnet 2I2 of a pneumatic valve 2I3 which is normally biased to an openposition and is held closed when the magnet 21.2 is supplied withcurrent. Valve -2I3 when open connects the brake pipe BP to theatmosphere through a vent of suchv Under this service condition noreturn indication -im-' Each particular impulse to be transmitted fromthe locomotive is sent. when these commutator brushes are in aparticular position of the first one-half of each revolution, and eachparticular impulse to be received on the locomotive is picked up whenthe commutator brushes are in a particular position of the secondone-half of each revolution. As will appear hereinafter, duringapprom'mately the first one-half of a revolution of the brushes from theposition illustrated in the drawings, the locomotive apparatus isconditioned for receiving impulses and-during approximately the secondone-half of the revolution the locomotive apparatus is conditioned fortransmitting impulses. At the position illustrated and just priorthereto the locomotive apparatus transmits a series of synchronizingimpulses and just following the position illustrated the locomotiveapparatus is in a position to receive a synchronizing impulse.

The locomotive is provided with an oscillator or generator G and anamplifier detector AD preferably similar to the corresponding devices ofFig. l. The engineers brake valve EV governs a contact assembly similarto that of Fig. 1. In this instance, the contact member 9'! operated bythe valve handle 3 is adapted to make engagement with an arcuate contactI I9 in all positions of the handle, and to engage with the contactsI20, I2I, I22 and I23 in the release, running, lap and emergencypositions, respectively.

The inductor coils 4 and 5 for the locomotive of this second form ofapparatus are connected by the commutator CI with the input of theamplifier detector AD during the first one-half of each revolution ofthe rotor, and are connected with the output of thegenerator G duringthe other half of the revolution. As here shown, the coils 4 and 5 areprovided with a circuit that extends from the right-hand terminal of thecoil 5 over segment I i501 the commutator Chbrush BI, segment H5, inputof the device AD and thence to the left-hand terminal of the coil 4, thecoils 4 and 5 being connected in series. During the second one-half ofthe revolution while the brush BI spans the segments H5 and II I, thecoils 4 and 5 are connected with the output of the generator G, thecircuit being further controlled by the commutator C2, a. relay RI andthe contact assembly for the valve EV. Assuming the relay RI to bepicked up in a manner to later appear and the handle 3 to be set at therunning position, a transmitting circuit can be traced from the lowerterminal'of the generator Gthrough coils 4 and 5, segment H5, brush BI,segment II! of the commutator CI, segment H8 of the commutator C2, brushB2, segment I 24, when the brush B2 has rotated to the position of thesegment I24, wire I25, contacts I2I, 91 and H9 of the contact assembly,front contact I26 of the relay RI and to the opposite terminal of thegenerator G. In a similar manner engagement of the brush B2 with thesegments I21, I28 and I 29 completes a transmitting circuit forconnecting the coils 4 and 5 with the generator G in the emergency, lapand release positions of the handle 3, respectively. It will be notedthat during the intervals the brush B2 spans the segments I30 and I3I,the coils 4 and 5 are connected with the generator G by a circuit notgoverned by the contact assembly,

but which includes the front contact I25 of the relay RIP Furthermore,during the interval the brush B2 engages the segment I 43, the coils 4and 5 are connected with the generator G by a circuit governed bv thecommutators CI and C2 only. It

follows that during the second one-half of each revolution of the rotor,the brush B2 makes contact successively with the diiferent segments ofthe commutator C2 to connect the coils 4 and 5 to the generator forsupplying to the traffic rails a 5 control impulse in accordance withthe position of the engineers brake valve, but that at the beginning ofa revolution and at the completion of the revolution, circuits notgoverned by the contact assembly are completed for supplying to therails synchronizing impulses.

Lamps LC, LR, LL and LE form indicating devices on the locomotive forindicating the release, running, lap and emergency positions of theauxiliary brake controlling mechanism in the caboose, l5 respectively,the service position being indicated when all the lamps are dark. Asignal lamp I34 is also provided. These lamps are successively connectedwith the output of the amplifier detector AD by the commutator C3.Assuming the brush B3 of the commutator C3 to have advanced to theposition where it engages the segment I55, a circuit extends from thelower righthand terminal of the device AD over segment I35, brush B3,segment I56, lamp LR, winding of a relay I M and thence to the oppositeoutput terminal of the device AD. A similar circuit is provided for eachof the other lamps when the brush B3 spans the segments 2H3, 2I5, 2M and295 as will be readily understood by an inspection of Fig. 8. The relayHi, the winding of which is interposed in the circuit for each of theindication lamps, governs at its front contact I42, a simple circuit forthe magnet 2I2 of the checking brake valve 2I3 provided on thelocomotive. 35 The relay I4I is slow releasing and remains energizedfrom one indication impulse to the next.

7 It follows that the commutator C3 successively connects the indicationlamps and the signal lamp I34 with the output of the amplifier detectorAD during the first one-half revolution of the rotor, during whichperiod the inductor coils 4 and 5 are connected with the input of theamplifier detector by the commutator CI.

The relay RI which governs the transmitting of the control impulses fromthe locomotive is itself controlled by the synchronizing impulsesreceived on the locomotive and by a local source of current in thefollowing manner. During the interval the brush B3 spans the segment135, the winding of the relay RI is connected with the output of thedevice AD by a circuit easily traced.

Relay BI is further provided with a stick circuit for receiving currentfrom the battery I3'I. Starting from the right-hand terminal of thebattery'I3'I this stick circuit includes the segment I38 of thecommutator C4, brush B4, segment I39, winding of the relay RI, its ownfront contact I43 and thence to the opposite terminal of the batteryI3'I. It will be noted that the segment I38 of the commutator C4 isbroken at 252 and hence the relay R! is released during the interval thebrush B4 spans this broken space 292 of the segment I38 unless at thesame time an impulse is received from the traffic rails and acorresponding impulse is caused to flow in the output of the device ADover the circuit that includes the segment I35 of commutator C3 and thewinding of the relay RI. In other words, with the relay RI once pickedup, it is retained energized by current supplied from battery I31 if asynchronizing impulse is received each revolution of the rotor duringthe period the stick circuit is ruptured.

The caboose a aratus associated with the .wire 224, front contact. I13

locomotive apparatus of Fig. 8 is-shown in Fig. 9, and is similar tothat provided for the locomotive except for the addition of apparatus bywhich synchronization is accomplished, and by the fact that theindication lamps are replaced by magnets of the auxiliary brakecontrolling mechanism. The auxiliary brake controlling mechanism of Fig.9 is preferably the same as that disclosed in Fig. 2, except that themagnets are made slow releasing in character and a resistance I16replaces the lap relay 64. It is thought therefore to be unnecessary torepeat its descrip-tion.

In Fig. 9, the rotor element consists of a motor driven shaft indicatedby the dotted line I44 and the brushes of a series of commutators C5,C6, C1, C8 and C9. The respective brushes B5, B6, B1, B8 and B9 arerigidly mounted on the. shaft I44 for rotation in a counter-clockwisedirection over the commutators C5, C6, C1, C8 and C9, respectively.

That the caboose apparatus will operate in step with the locomotiveapparatus, the inductor coils 6 and 1 of Fig.9 are connected with theoutput of the associated generator G during the first one-half of arotation of the rotor, during which period the inductor coils 4 and 5 onthe loco-- motive are connected with the receiving apparatus. During thesecond one-half of a rotation of the rotor, the coils 6 and 1 aretransferred to the input of the associated amplifier detector AD, and atwhich period the inductor coils 4 and 5 on the locomotive are connectedwith its generator G. This transfer of the coils 6 and 1 from thesending to the receiving apparatus is controlled by the coinniutatorsC6, C1 and C8. Assuming the apparatus of Fig. 9 to occupy the positionillustrated, a circuit can be traced from the lefthand terminal of coil6 over wires I64 and I65, segment I66 of commutator C6, brush B6,segment I61, wires I68 and I12, input of the device AD and thence to theright-hand terminal of the coil 1. Again, a circuit can be traced fromthe left-hand terminal of coil 6 over wires I64 and I65, segment I66,brush B6, segment I69 with the brush advanced, segment I19 of thecommutator C8, brush B8, any one of the'successive segments of thecommutator C8, a respective network of contacts governed by theauxiliary brake controlling mechanism as will be readily understood byan inspection of Fig. 9, wire I1I, generator G and to the right-handterminal of coil 1. It is clear from the foregoing that the coils 6 and1 are connected with the input of the device AD during the secondone-half of a revolution of the rotor when brush B6 of the commutator C6engages the segment I61, but that, during the first one-half of arevolution when the brush B6 spans the segment I69 they are successivelyconnected with the generator G over the segments of the commutator C8and a corresponding network of contacts of the brake controllingmechanism.

R2 is a direct current neutral relay which is energized in response tothe synchronizing impulses sent out from the locomotive and is retainedenergized between the intervals of such impulses by current suppliedover a stick circuit from a local source such as a battery I45. In orderto energize the relay by a synchronizing impulse, the winding of therelay R2 is included in the output of the amplifier detector AD duringthe periods the brush B1 spans the segments I94 and I95, the circuitbeing traced from the lower left-hand output terminal of device AD overthe rotor shaft of the relay R2, segment I14 of commutator C1, brush B1,segment I94 or I95, wire 223, winding of the relay R2 and wire I15 tothe upper left-hand output terminal of the device AD. the relay R2includes the B terminal of battery I45, segment I86 of the commutatorC9, brush B9, segment I81, front contact I88, wire 223, winding of therelay R2 and the opposite terminal C of battery I45. It isto be notedthat the segment I81 is provided with two breaks I99 and I9I, and,consequently, this stick circuit is ruptured twice for short intervalsduring each revolution of the rotor, and the relay R2 is released unlesssynchronizing impulses are received during the period the brush B1 spansthe segment I94 and I95 and connects the winding of the relay R2 withthe output of the device AD, the brush B1. spanning the segments I94 andI95 during the periods the brush B9 passes over the breaks I and I9I.

I46, I41, I48 and I49 constitute a system of planetary gears, by meansof which the rotor shaft I44 is rotated and kept in syn'chronism withthe rotor I I4 on the locomotive. I53 is a relay which is operated by asynchronizing impulse which comes in from the locomotive at the start ofeach revolution of the rotor. The relay I53 in turn energizes anelectromagnet I5 I. when the caboose rotor is behind the locomotiverotor and energizes an electromagnet I52 when it is ahead of thelocomotive rotor. Electromagnet I5I serves to accelerate or .kick aheadthe caboose rotor and .electromagnet I52 serves to retard it.

The manner of accelerating and decelerating I44 is best shown in Fig.10. A motor driven shaft I54 has keyed thereto a clutch disc I55 and thegear I46, while a sleeve I58 surrounding the shaft I54 has keyed to it aclutch disc I51 and the gear I49, the key of the disc.

I51 being slidable in the keyway of the sleeve I58. 'The clutch disc I59is stationary in that it does not rotate, but is capable of being movedlongitudinally on the sleeve I58. Springs I69 and I6! through therespective arms the two discs I51 and I59 into frictional engagement forholding the gear I49 stationary. Under such stationary condition of thegear I49, the gears I41 and I48 are carried about the shaft I54 carryingwith them a bar member 264 which is keyed to the rotor shaft I44. Thisis the normal condition of operation of the shaft I44. If it is desiredto accelerate the shaft I44, the electromagnet I5I is energized toattract the'arm I62 and draw the disc I51 tothe left, as viewed in thedrawings, and out of engagement'with the disc I59 and into engagementwith the disc I55. With the two discs I55 and I51 in engagement, thesediscs and the gear I49 rotate as a unit with the shaft I54 and hence theshaft I44 is accelerated. If it is desired to retard the rotor shaftI44, the magnet I52 is energized to attract the arm I63 and draw thatarm and the disc I59 to the right as viewed in the drawing and away fromthe disc I51. rotate freely, and hence the-gears I41 and I48 stop theirprogressive movement about the shaft I54 and rotation of therotor shaftI44 is retarded. Consequently, the magnet I5I when energized iseffective to accelerate the rotor shaft I44, and the magnet I52 whenenergized is effective to decelerate the rotor shaft I44.

In order to illustrate the operation of the apparatus of Figs. 8 and 9,we shall assume that the rotors are out of 'synchronism' and that it isThe stick circuit for I62 and I63 bias This permits the gear I49 to theopposite battery terminal C and that magnet until the caboose rotor I44cuit being completed desired to establish the running condition of theauxiliary brake controlling mechanismf Referring first to the locomotiveapparatus, when the brush B2 engages the segment I43 an impulse ofcurrent is supplied to the traffic rails, since the coils 4 and 5 areconnected with the generator G as explained hereinbefore. This currentimpulse induces an electromotive force in the coils 6 and 1 of thecaboose apparatus and an impulse flows in the input of the amplifierdetector AD over the circuit including wire I64, back contact I11 of therelay R2 and wire I12 with the result that a corresponding impulseflowsin the output of the amplifier detector AD over wire 224, back contactI18 of relay R2, winding of the relay I53 and wire I15 back to thedevice AD, and the relay I53 is energized. If the caboose rotor isbehind the locomotive rotor, current flows from the B terminal of thebattery I45 over front contact I19 of relay I53, segment I of commutatorC5, brush B5, segment I8I, since the rotor I44 is behind, back contactI82 of the magnet I52, winding of magnet I5I and to the oppositeterminal C of the battery I45, and magnet I5I is energized to acceleratethe rotor I44 in the manner previously described. If the caboose rotorI44 is ahead of the locomotive rotor then current flows from the Bterminal of the battery I45 over front contact I19 of relay I53, segmentI80, brush B5, segment I83 and winding of the magnet I 52 and to isenergized to retard the rotor I44 in the manner previously described.The magnet I52 'is provided with a stick contact I84 for retaining thatmagnet energized until the relay I53 is released, and false energizationof the magnet I5I if brush B5 engages the segment IBI before relay I53is released, is avoided. The next time brush B2 engages the segment I43another impulse is sent out from the locomotive and the process isrepeated is brought into synchronism with the locomotive rotorI I4. Withthe rotors synchronized the brush B5 engages the segment I 85 during thereception of the synchronizing impulse, and the relay R2 is energized bya circuit that includes the front contact I19 of the relay I 53, segmentI80 of the commutator C5, brush B5, segment I85, wire 223, winding ofthe relay R2 and the C terminal of battery I45. With the relay R2 pickedup in response to the synchronizing impulse, it'is then retainedenergized by current from the battery I45 over the stick circuitpreviously traced, which includes its own front contact I88, and the segment I81 of the commutator 09.

With the rotors in synchronism and just after the start of the nextrotation, brush B8 engages the segment 20I, and an indicationsynchronizing impulse is supplied to the trafiic rails by the cabooseapparatus, the generator G being connected with the coils 6 and 1 overfront contact 232 of the relay R2, segment 20I, brush B8, segment I10,segment I69 of the commutator C6, brush B6, segment I66, wires I64 andI65, and coils 6 and'1 to the opposite terminal of the generator G. Thisimpulse sent from the caboose induces an electromotive force in thecoils 4 and 5 on the locomotive and is eifective to cause an impulse toflow in the output of the amplifier detector AD for energizing the relayRI, the cirat the segment I35 of the commutator C3, since the brush B3engages the segment I35 just at the start of a rotation. With the relayRI picked up, it is then retained energized over its stick circuit whichincludes the segover the segments I30 and I3I with break between, andtwo synchronizing induces an ment I38 of the commutator C4. With therotors operating in synchronism and the relays RI and R2 both picked up,the next time the brush B2 engages the segment I24 a control impulse issupplied to the traflic rails, since the handle 3 is set at the runningposition. This control impulse appears at the caboose and induces anelectromotive force in coils 6 and 1 during the interval that the brushB1 engages the segment I96 .with the result that the impulse caused toflow. in the output of the amplifier detector AD is supplied over wire224, front contact I13 of relay R2, segment I14, brush B1, segment I96,winding of the magnet I92 of the valve D winding of the magnet I93 ofthe valve D and to the terminal C, and thence by wire I15 to theopposite output terminal of the device AD, and the valve D is opened,and the valve D is closed, to establish the running condition of theauxiliary brake controlling mechanism. When the valves D and D areoperated, the respective contacts I98 and I99 controlled thereby areclosed. As the rotor elements continue pastthe point where the brush B2engages the segment I 24 and the brush B1 engages its segment I96, thebrush B2 successively passes a short impulses are sent. out from'thelocomotive successively. When these two successive impulses appear atthe caboose:to induce electromotive forces in the .coils Band 1, twosuccessive impulses are supplied over-the output of the device AD, whichimpulses flow along wire 224, front contact I13, segment I14, brush B1,segments I94 and I95 as the case may be, wire 223, winding of the relayR2 and wire I15 back to the device AD, and the relay R2 is retainedenergized during the intervals that the brush B9 passes over the breaksI and I 9I in the segment I 81 and ruptures the stick circuit for thatrelay. Immediately following the sending of these two synchronizingimpulses, the brush B2 again engages the segment I43 and the locomotiveapparatus sends out the usual synchronizing impulse which electromotiveforce in the caboose coils 6 and 1 for energizing the input of itsreceiving apparatus. If the relay R2 is retained energized as a resultof the two successive impulses just previously received nothing happensas the result of this last impulse. If the relay R2, however, isreleased due to the rotor I44 be ing out of synchronism then this lastsynchronizing impulse is efiective to energize the relay I53 and eitheraccelerate or decelerate the rotor I44 in the manner already explained.Assuming the relay R2 to have been held energized and the rotors to havestarted a new revolution in synchronism, then as the brush B8 engagesthe segment 20I, the caboose apparatus supplies an indicationsynchronizing impulse for energizing the relay RI on the locomotive, inthe manner described above. As the brush B8 engages the segment I91 thistime, a circuit is completed for supplying an indication impulse, thecircuit extending from the right-hand terminal of the generator G overcoils 6 and 1, wires I64 and I65, segment I66, brush B6, segment I69,segment I10 of the commutator C3, brush B8, segment I91, wire 200,network of contacts including front contacts I99 and I98 of valves D andD respectively, Wire HI and to the opposite terminal of the generator G.When this indication impulse appears at the locomotive and induces anelectromotive force in its coils 4 and 5, and a corresponding impulse isset up in the output of the associated device AD this impulse flows overthe circuit including the segment I56 of commutator C3 and the lamp LRsince the segment I55 of the commutator C3 is spaced the same distancefrom the starting point as thesegment I91 of the commutator C8. Itfollows that lamp LR is flashed to indicate to the locomotive operatorthe running condition of the caboose apparatus and the relay MI isenergized to close the valve 2 I3. When the brush B2 again engages thesegment I24 another control impulse is sent out from the locomotivewhich appears at the caboose for supplying the magnets I92 and I93 withan impulse for retaining them energized, and then as the rotors continuein the counterclockwise direction the series of synchronizing impulsesare repeated in the manner already described. As long as the valvehandle 3 remains set in the running position this alternating exchangeof control, indication and synchronizing impulses is effected inresponse to the rotation of the rotor elements. It is apparent that withthe valve handle 3 set in any of the other operating positions, exceptthe service position, a similar operation of the apparatus of Figs. 8and 9 is obtained. In the service position no control impulses are sentout from the locomotive and the valve magnets'on the caboose are alldeenergized to establish the service condition of the auxiliary brakemechanism. No return indication'impulses are 'now sent from the caboose.The synchronizing impulses are still exchanged by the two rotors duringthev service positions, since the synchronizing impulses are notcontrolled by the position of the engineers brake valve.

To send a signal from the locomotive, the operator depresses the pushbutton I32 to complete a transmitting circuit for connecting thegenerator G with the coils 4 and 5 during the interval the brush B2engages thesegment I89. During this same interval the brush B1 of thecommutator Cl engages the segment 203 and a signal device I50 isenergized, in response tothis signaling impulse sent out'from thelocomotive. To signal from the caboose the operator depresses the pushbutton 204'to complete. a transmitting circuit during the interval thebrush B8 engages the segment 2515. This signaling impulse appears at thelocomotive for inducing an electromotive force in the coils 4 and 5during the interval the brush B3 engages the segment 205 and the signallamp I34 is illuminated in response thereto.

Although we have herein shown and described only two forms of apparatusembodying our invention, it is understood that various changes andmodifications may be made therein within the scope of the appendedclaims without departing from the spirit and scope of our invention.

Having thus described our invention, what we claim is:

1. In a railway train brake control system comprising the usualengineers brake valve on the locomotive, an auxiliary brake controllingmechanism capable of reproducing a given function of the engineers valveon another vehicle of the train, a source of current and a communicationchannel between the two locations; the combination with the aboveinstrumentalities of a motor driven contact controlling element at eachlocation each having a similar operating cycle, synchronizing meanspartly at each location operative to transmit current: impulses betweenthe two locations for starting an operating cycle of said elementssubstantially simultaneously, said means including a contact of thelocomotive element closed only at the starting point of its cycle and amagnet on the other vehicle effective when energized to retard oradvance its element to the starting point, and control means partly ateach location governed by the engineers brake valve-operative totransmit current impulses from the locomotive to the other vehicle forcausing the auxiliary mechanism to establish said given function, saidcontrol means including a contact of each each of which contacts iseffectively operated at the same predetermined time interval as measuredfrom the starting point of the operating cycle. I

2. In a railway train brake control system comprising the usualengineers brake valve on the locomotive, an auxiliary brake controllingmechanism capable of reproducing a given function of the engineer'svalve on another vehicle of the train, a source of current, acommunition channel between the two locations and an indicating deviceon the locomotive; the combinatlon with the above instrumentalities of amotor driven contact controlling element at each location each having asimilar operating cycle, synchronizing means partly at each locationoperative to transmit current impulses between the two locations forstarting an operating cycle of said elements substantiallysimultaneously, said means including a contact of the locomotive elementclosed only at the starting point of its cycle and a magnet on thevehicle effective when energized to retard or advance its element to thestarting point, control means partly at each loca tion governed by theengineers brake valve operative to transmit current impulses from thelocomotive tothe other vehicle for causing the auxiliary mechanism toestablish said given function, said control means including a contact ofeach element each of which contacts is effectively operated at the samepredetermined time interval as measured from the starting point of theoperating cycle, and indication means partly at each location governedby the auxiliary mechanism operative to transmit current impulses fromthe vehicle for actuating the indicating device, said indication meansincluding a contact of each element each of which contacts iseffectively operated the same predetermined'time interval as measuredfrom the starting point of the oper ating cycle but which is differentfrom the first 'men'tioned interval. a

3. In a railway train brake control system comprising a source of airpressure and an auxiliary brake controlling mechanism capable ofreproducing the functions of the usual engineers brake valve on thelocomotive on another vehicle of the train, a source of current at eachlocation, a

communication channel between the two loca tions and an indicatingdevice on the locomotive; the combination with the aboveinstrumentalities of a motor driven contact controlling rotor at eachlocation," synchronizing means partly at each location operative totransmit current from the locomotive to the other vehicle 'at the startof a revolution of the locomotive rotor for bringing the other rotor tothe starting point of a revolution and including a contact of thelocomotive rotor closed only at the start of its revolution and amag-net on the other vehicle effective when energized to advance orretard its rotor to element the starting point of a revolution, controlmeans partly at each location governed by the position of the engineersbrake valve operative to transmit current from the locomotive forcausing the auxiliary mechanism to register with the engineers valve andincluding a contact of each rotor each of which contacts is closed onlyat a predetermined distance from the starting point of a revolution ofits rotor, and indication means partly at each location governed by theauxiliary mechanism operative to transmit current from said othervehicle for actuating the indicating device and including a contact ofeach rotor each of which contacts is closed only at a secondpredetermined distance from the starting point of a revolution of itsrotor.

4. In a railway train brake control system comprising a source of airpressure and an auxiliary brake controlling mechanism capable ofreproducing the functions of the usual engineers brake valve on thelocomotive on another vehicle of the train, a source of current at eachlocation, a communication channel between the two 10- cations and anindicating device on the locomotive; the combination with the aboveinstrumentalities of a motor driven contact controlling element at eachlocation each having a similar operating cycle with a given startingpoint, a first synchronizing means partly at each location operative totransmit current from the locomotive to the other vehicle for startingan operating cycle of the element on said other vehicle substantiallysimultaneously with the start of a cycle of the locomotive element andincluding a contact of the locomotive element closed only at thestarting point and a magnet on the other vehicle eifective whenenergized to retard or advance its element to the starting point, asecond synchronizing means partly at each location operative to transmitcurrent from said other vehicle for energizing a control relay on thelocomotive and including a contact of each element effectively operateda predetermined interval from the starting point, control means partlyat each location governed by the engineers brake valve operative totransmit current from the locomotive for causing the auxiliary mechanismto register with the engineers brake valve and including a contact ofsaid relay and a contact of each element each of which element contactsis effectively operated a second predetermined interval from thestarting point, and indication means partly at each location governed bythe auxiliary mechanism operative to transmit current from said othervehicle for actuating the indicating device and including a contact ofeach element each of which contacts is eifectively operated a thirdpredetermined interval from the starting point.

5. In a railway train brake control system comprising a source of airpressure and an auxiliary brake controlling mechanism capable ofreproducing the functions of the usual engineers brake valve on thelocomotive on another vehicle of the train, a source of current at eachlocation, a communication channel between the two locations and anindicating device on the locomotive, a contact controlling rotatingmember at each location, synchronizing means partly at each locationoperative to transmit current from the locomotive for causing the memberat said other location to rotate in synchronism with the locomotivemember, said means including a contact of the locomotive member closedat a predetermined point of each rotation and a magnet on said othervehicle efiective when energized to advance or retard its member to apoint in the rotation which corresponds to the predetermined point ofthe locomotive member, control means partly at each location governed bythe engineers brake valve for causing the auxiliary brake controllingmechanism to register with the engineers valve, said control meansincluding a particular contact of each member for each of the dilferentfunctions and which contacts are successively operated by the memberswith the two contacts of each respective function operated atsubstantially the same time as measured from said predetermined point,and indication means partly at each location governed by the auxiliarymechanism for actuating the indicating device, said indication meansincluding a particular contact for each member for each of the differentfunctions and which contacts are successively operated by the memberswith the two contacts of each respective function operated atsubstantially the same time as measured from said predetermined point.

6. In a railway train brake control system comprising the usualengineers brake valve on the locomotive, an auxiliary brake controllingmechanism capable of reproducing the functions of the engineers valve onanother vehicle of the train, a current source and a communicationchannel between the two locations; the combination with the aboveinstrumentalities of a rotating shaft at each location each of which isprovided with a disc for each of the different functions, synchronizingmeans partly in each location for transmitting a current impulse fromthe locomotive at the start of each revolution of the locomotive shaftfor bringing the shaft on said other vehicle to the start of itsrevolution, said means including a contact operated by the mechanismscapable of longitudinal moveparallel with the shaft effective to actuatea spring when said spring aligns with the slot of its disc, meansincluding a magnet for operfor causing the register with the enprovidedwith a disc for each of said different positions, synchronizing meansJpartly at each location for transmitting a current impulse from saidone location at the start of each revolution of the shaft at said onelocation for bringing the shaft at said other location to the start ofits revolution, said means including a contact operated by the'shaft at,said one location and a magnet at the other location effective whenenergized to advance or retard its shaft to the starting point of arevolution, coding contacts operated by the discs of the shaft at saidone location and successively closed at predetermined points from thestarting point of a revolution, decoding contact mechanism for each discof the shaft at said other location including a spring member biased tohave its free end adjacent one side of the disc and adaptable of beingactuated through a slot in the rim of the disc to the other side of thedisc for closing the contact, a member associated with all the decodingcontact mechanisms capable of longitudinal movement parallel with theshaft and effective to actuate a spring when said spring aligns with theslot of its disc,

a magnet effective when energized to operate said member, control meansgoverned by the assembly to transmit a current impulse each revolutionof the shaft at said one location when the contact of the disccorresponding to the position of the assembly is closed for energizingsaid magnet to close the contact of the corresponding decodingmechanism, and means controlled by the decoding contacts for causing thecontrolled mechanism to register with the position of the assembly.

8. In a railway train brake control system comprising a manuallyoperated control device and an indicator on one vehicle of a train, a.brake controlling mechanism capable of establishing a given function ofthe train brakes on another vehicle of the train, a current source and acommunication circuit between the two vehicles; in combination with theabove instrumentalities, a motor driven disc on each vehicle each havinga given starting point and each provided with a cam lobe and a slot, thecam lobe and slot of one disc spaced from the starting point the samedistances as lobe of the other disc, respectively, a decoding contactmechanism for each disc each including a spring member biased to haveits free end adjacent one side of the disc and adaptable of beingactuated through the slot to the other side of the disc for closing thedecoding contact, a decoding magnet for each decoding contact mechanismeffective when energized to actuate the spring, a normally open controlcontact for each disc but closed when engaged by the cam lobe,synchronizing means partly on each vehicle for transmitting a currentimpulse from said one vehicle at the start of each revolution of itsdisc for bringing the disc on the other vehicle to its starting point,said means including a contact operated by the control disc rotor and amagnet on the other vehicle effective when energized to advance orretard its disc to the starting point, means governed by the controldevice to transmit a current impulse each closing of the control contactof the disc on said one vehicle for energizing the decoding magnet onsaid other vehicle, a circuit governed by the decoding contact of saidother vehicle for operating the brake controlling mechanism to saidgiven function, means governed by said brake mechanism to transmit acurrent impulse each closing of the train, a source of current andcation channel between the slot and cam.

control contact of the disc' on said other vehicle for energizing thedecoding magnet on said one vehicle and a circuit governed by thedecoding contact on said one vehicle for actuating the indicator.

9. In a railway t ain brake control system comprising the usualengineers brake valve on the locomotive, an auxiliary brakecontrollingmechanism capable of reproducing a given function of the engineers valveon another vehicle of the a communication channel between the twolocations; the combination with the above instrumentalities of a firstcircuit controlling element having a cyclic movement on the locomotive,a first motor to drive said element at a given rate, a' second circuitcontrolling element having a similar cyclic movement on said othervehicle, a second motor to, drive said second element, means controlledby the first element at the start of each of its movements to transmit asynchronizing impulse, synchronizing means at the auxiliary mechanismresponsive to such impulse to retard or advance said second element tothe starting point of its movement, means governed by the second elementin response to such retarding and advancing of the second element forvarying the speed of said second motor, and control means governed bythe engineers valve and including a contact of each of said elementsoperative to transmit a control impulse each cycle of the elements forcausing the auxiliary mechanism to reproduce said given function.

10. In a railway train brake control system comprising the usualengineers brake valve on the locomotive, an auxiliary brake controllingmechanism capable of reproducing a given function of the engineers valveon another vehicle of the train, a source of current and a communithetwo locations; the combination with the above instrumentalities of afirst shaft on the locomotive, a first motor to rotate said shaft at agiven speed, a second shaft on said other vehicle, a second motor torotate said second shaft, means governed by the first shaft at the startof each revolution to transmit a synchronizing impulse, synchronizingmeans at the other vehicle responsive to such impulse to retard oradvance the second shaft to the start of a revolution, means governed bythe second shaft in response to such retarding and advancing for varyingthe speed of said second motor, and control means governed by theengineers valve and including two contacts one operated by each shafteffective to transmit a control impulse each revolution of the shaftsfor causing the auxiliary mechanism to reproduce said given function.

11. A control system comprising two rotating shafts one at each of afirst and a second location, a disc mounted on the shaft at said secondlocation for rotation therewith, synchronizing means partly at eachlocation for transmitting a current impulse from the first location atthe start of each revolution of its shaft for bringing the shaft at thesecond location to the starting point of its revolution, said meansincluding a contact operated by the shaft at said first location and amagnet at the second location effective when energized to advance orretard its shaft to the starting point, coding mechanism including acontact operated by the shaft at the first location and closed only at apredetermined distance from the starting point of a revolution, de-padjacent one side of said disc and adapted to be actuated through a slotin the rim of the disc to the other side of the disc for closing a.decoding contact, said slot located on the disc a distance from thestarting point equal to said predetermined distance, a member associatedwith the decoding mechanism and capable of movement parallel with theshaft to actuate the spring when said spring aligns with the slot, amagnet efiec-' tive when energized to operate said member, control meansat said first location eifective to transmit a control impulse each timethe coding contact is closed for energizing said magnet, and a. 5

controlled mechanism efiectively operated as long as the decodingcontact is held closed.

7 LEE DEVOL.

AUSTIN M. CRAVA'I'H.

